Systems and methods for managing space at a location for receiving assets

ABSTRACT

In one example embodiment, a computer-implemented method for managing available capacity at a location for receiving an asset includes obtaining data indicative of one or more first assets that will arrive at a first location within a first transfer hub at an arrival time, the one or more first assets being associated with a first service provider. The method includes determining an available capacity at the first location within the first transfer hub for receiving the one or more first assets at the arrival time. The method includes moving one or more second assets positioned at the first location to a second location within the first transfer hub to increase the available capacity at the first location for receiving the one or more first assets at the arrival time.

PRIORITY CLAIM

The present application is a continuation of U.S. application Ser. No.16/018,563 having a filing date of Jun. 26, 2018, which claims thebenefit of U.S. Provisional Application Nos. 62/662,996, 62/663,007, and62/663,009 filed Apr. 26, 2018. Applicant claims priority to and thebenefit of each of such applications and incorporate all suchapplications herein by reference in their entirety.

FIELD

The present disclosure relates generally to controlling or managingoperations of autonomous vehicles when providing a vehicle-based serviceand, more particularly, to systems and methods for managing space at alocation for receiving assets as part of providing a vehicle-basedservice.

BACKGROUND

An autonomous vehicle is a vehicle that is capable of sensing itsenvironment and navigating without human input. In particular, anautonomous vehicle can observe its surrounding environment using avariety of sensors and can attempt to comprehend the environment byperforming various processing techniques on data collected by thesensors. Given knowledge of an environment proximate to the autonomousvehicle, the autonomous vehicle can identify an appropriate motion planthrough such environment. One or more of such autonomous vehicles can beused to provide a vehicle-based service in which an autonomousvehicle(s) can autonomously navigate through an environment between astarting location and an ending location of the provided service.

SUMMARY

Aspects and advantages of the present disclosure will be set forth inpart in the following description, or may be learned from thedescription, or may be learned through practice of the embodiments.

One example aspect of the present disclosure is directed to acomputer-implemented method for monitoring an available capacity at alocation to provide a vehicle-based service. The method includesidentifying one or more assets that will arrive at a first locationwithin a first transfer hub at an arrival time. The method includessending data indicative of the one or more assets to a transportationnetwork computing system associated with the first transfer hub. Themethod includes obtaining data indicative of an availability of freespace at the first location for receiving the one or more assets at thearrival time. The method includes controlling the one or more assetsbased at least in part on the available capacity.

Another example aspect of the present disclosure is directed to acomputer-implemented method for managing available capacity at alocation for receiving an asset. The method includes obtaining dataindicative of one or more first assets that will arrive at a firstlocation within a first transfer hub at an arrival time, the one or moreautonomous vehicles being associated with a first service provider. Themethod includes determining an available capacity at the first locationwithin the first transfer hub for receiving the one or more first assetsat the arrival time. The method includes moving one or more secondassets positioned at the first location to a second location within thefirst transfer hub to increase the available capacity at the firstlocation for receiving the one or more first assets at the arrival time.

Another example aspect of the present disclosure is directed to acomputing system for monitoring an available capacity at a location toprovide a vehicle-based service. The computing system includes one ormore processors and one or more tangible, non-transitory, computerreadable media that collectively store instructions that when executedby the one or more processors cause the computing system to performoperations. The operations include identifying one or more first assetsscheduled to arrive at a first location within a first transfer hub atan arrival time. The operations include sending data indicative of theone or more first assets to a transportation network computing systemassociated with the first transfer hub. The operations include obtainingdata indicative of an available capacity at the first location forreceiving the one or more first assets at the arrival time. Theoperations include controlling the one or more first assets based atleast in part on the available capacity.

Yet another example aspect of the present disclosure is directed to acomputing system for managing available capacity at a location forreceiving an asset. The computing system includes one or more processorsand one or more tangible, non-transitory, computer readable media thatcollectively store instructions that when executed by the one or moreprocessors cause the computing system to perform operations. Theoperations include obtaining data indicative of one or more first assetsscheduled to arrive at a first location within a first transfer hub atan arrival time, the one or more autonomous vehicles being associatedwith a first service provider. The operations include determining anavailable capacity at the first location within the first transfer hubfor receiving the one or more first assets at the arrival time. Theoperations include moving one or more second assets positioned at thefirst location to a second location within the first transfer hub toincrease the available capacity at the first location for receiving theone or more first assets at the arrival time.

Other example aspects of the present disclosure are directed to systems,methods, vehicles, apparatuses, tangible, non-transitorycomputer-readable media, and memory devices for controlling or managingoperations of autonomous vehicles when providing a vehicle-basedservice.

These and other features, aspects, and advantages of various embodimentswill become better understood with reference to the followingdescription and appended claims. The accompanying drawings, which areincorporated in and constitute a part of this specification, illustrateembodiments of the present disclosure and, together with thedescription, serve to explain the related principles.

BRIEF DESCRIPTION OF THE DRAWINGS

Detailed discussion of embodiments directed to one of ordinary skill inthe art are set forth below, which make reference to the appendedfigures, in which:

FIG. 1 depicts an example system overview according to exampleembodiments of the present disclosure;

FIG. 2 depicts an example remote computing system(s) according toexample embodiments of the present disclosure;

FIG. 3 depicts an example vehicle computing system according to exampleembodiments of the present disclosure;

FIG. 4 depicts an example transportation network according to exampleembodiments of the present disclosure;

FIG. 5 depicts an example transfer hub according to example embodimentsof the present disclosure;

FIG. 6 depicts an example of a cargo route in a transportation networkaccording to example embodiments of the present disclosure;

FIG. 7 depicts an example transfer schedule associated with a transferhub according to example embodiments of the present disclosure;

FIG. 8 depicts an example flow diagram of monitoring, estimating, and/orcontrolling an available capacity at a transfer hub according to exampleembodiments of the present disclosure;

FIG. 9 depicts a first flow diagram of managing available capacity at alocation for receiving an autonomous vehicle according to exampleembodiments of the present disclosure;

FIG. 10 depicts a second flow diagram of managing available capacity ata location for receiving an autonomous vehicle according to exampleembodiments of the present disclosure; and

FIG. 11 depicts example system components according to exampleembodiments of the present disclosure.

Reference numerals that are repeated across plural figures are intendedto identify the same components or features in various implementations.

DETAILED DESCRIPTION

Example aspects of the present disclosure are directed to managing(e.g., monitoring, estimating, and/or controlling) an available capacityat a location for receiving one or more assets (e.g., autonomousvehicle(s) and/or cargo). For instance, one or more entities (e.g., aservice provider(s)) can operate a respective fleet of vehicles totransport cargo and provide a vehicle-based service (e.g., atransportation service) via a transportation network that includes aplurality of transfer hubs linked together via one or moretransportation routes (e.g., highways, roads, etc.). At a given moment,a plurality of assets across the one or more respective fleets can bearriving at, departing from, or located in each of the transfer hubs,and each transfer hub should have available capacity for receivingvehicles that are arriving at the transfer hub. The one or more serviceproviders can communicate with a computing system associated with thetransportation network in order to operate each respective fleet on thetransportation network. For example, the one or more service providerscan operate as part of a service provider network. The one or moreservice providers can obtain information indicative of an availablecapacity at a first location associated with a transfer hub and/orrequest an allocation of capacity for one or more first assets at thefirst location via the service provider network. The one or more firstassets can arrive at the first location at one or more first times, andthe service provider network can direct one or more second assets to bemoved from the first location to a second location associated with thetransfer hub at one or more second times to increase the availablecapacity at the first location so that the transfer hub can receive thefirst asset(s) upon arrival. Systems and methods of the presentdisclosure enable monitoring, estimating, and managing an availablecapacity at one or more transfer hubs in the transportation network.

More particularly, a service provider can operate a fleet of one or morevehicles (e.g., ground-based vehicles) to provide a vehicle-basedservice, such as a transportation service, courier service, deliveryservice, or freight service. The vehicles can be autonomous vehiclesthat include various systems and devices configured to control theoperation of the vehicle. For example, an autonomous vehicle can includean onboard vehicle computing system for operating the vehicle (e.g.,located on or within the autonomous vehicle). In some implementations,the autonomous vehicles can operate in an autonomous mode. For example,the vehicle computing system can receive sensor data from sensorsonboard the vehicle (e.g., cameras, LIDAR, RADAR), attempt to comprehendthe environment proximate to the vehicle by performing variousprocessing techniques on the sensor data, and generate an appropriatemotion plan through the environment. In some implementations, theautonomous vehicles can operate in a manual mode. For example, a humanoperator (e.g., a driver) can manually control the autonomous vehicle.Moreover, the autonomous vehicle can be configured to communicate withone or more computing device(s) that are remote from the vehicle. As anexample, the autonomous vehicle can communicate with an operationscomputing system that can be associated with the service provider. Theoperations computing system can help the service provider monitor,communicate with, manage, etc. the fleet of vehicles. As anotherexample, the autonomous vehicle can communicate with one or more othervehicles (e.g., a vehicle computing system onboard each of the one ormore other vehicles in the fleet), one or more other computing systemsassociated with the service provider network, and/or any other suitableremote computing system(s). In some implementations, the operationscomputing system can mediate communication between the autonomousvehicle and the computing device(s) that are remote from the vehicle.

According to aspects of the present disclosure, the service provider canprovide a vehicle-based service via a transportation network. Thetransportation network can include a plurality of transfer hubsassociated with various geographic locations, and a plurality oftransportation routes connecting the transfer hubs. The service providercan control one or more autonomous vehicles in the fleet to transportcargo from a first location (e.g., a pick-up location) to a secondlocation (e.g., a drop-off location) by using the transportationnetwork.

As an example, a client can contract to transport cargo from a pick-uplocation to a drop-off location. A driver associated with the client canoperate a vehicle to pick-up the cargo from the pick-up location, andtransport the cargo to a first transfer hub that is proximate to thepick-up location. The service provider can control an autonomous vehiclein the fleet to autonomously transport the cargo to reach a secondtransfer hub that is proximate to the drop-off location (e.g., directlyfrom the first transfer hub or via one or more other transfer hubs). Ifthe vehicle operated by the driver associated with the client is anautonomous vehicle in the fleet, then the service provider canoptionally control the same vehicle to autonomously transport the cargo.If the vehicle operated by the driver associated with the client is notin the fleet, then the service provider can direct the cargo to betransferred to an autonomous vehicle in the fleet at the first transferhub. When the cargo arrives at the second transfer hub, another driverassociated with the client can operate a vehicle to transport the cargofrom the second transfer hub to the drop-off location.

As another example, the service provider can control an autonomousvehicle in the fleet to pick-up cargo at a pick-up location, andtransport the cargo to a first transfer hub that is proximate to thepick-up location. The service provider can control an autonomous vehiclein the fleet to transport the cargo from the first transfer hub to asecond transfer hub that is proximate to a drop-off location (e.g.,directly from the first transfer hub or via one or more other transferhubs). The service provider can control an autonomous vehicle in thefleet to transport the cargo from the second transfer hub to thedrop-off location.

According to aspects of the present disclosure, a transfer hub caninclude or be associated with one or more landing zones (e.g., anarrival area(s)), one or more dropyards (e.g., a holding area(s)), andone or more launch zones (e.g., a departure area(s)). In particular, thelanding zone(s) can be a location (e.g., proximate to an exit ramp of ahighway road) for receiving one or more incoming assets, the dropyard(s)can be a location for holding one or more assets located at the transferhub, and the launch zone(s) can be a location from which one or moreassets can depart the transfer hub. The asset(s) can include anautonomous vehicle that is transporting cargo (e.g., an autonomousvehicle that is hitched to a trailer containing cargo), an autonomousvehicle that is not transporting cargo (e.g., an autonomous vehicle thatis not hitched to a trailer containing cargo), or only cargo (e.g., atrailer containing cargo that is not hitched to an autonomous vehicle).In some implementations, the dropyard(s) can also be a location forreceiving one or more vehicles transporting cargo from a pick-uplocation to the transfer hub, or for receiving one or more vehiclestransporting cargo from the transfer hub to a drop-off location. Thevehicle(s) transporting cargo between the transfer hub and apick-up/drop-off location may or may not include an autonomous vehicle.The asset(s) can arrive at one of the landing zone(s) or one of thedropyard(s) at the transfer hub, and the service provider can direct theasset(s) to one or more locations associated with the dropyard (e.g.,dropyard(s) and/or a landing zone). The service provider can direct theasset(s) to a landing zone at or before a departure time associated withthe asset(s) so that the asset(s) can depart the transfer hub.

According to aspects of the present disclosure, a transfer hub in thetransportation network can be associated with one or more humanoperators (e.g., jockeys) who can be directed by the service providernetwork to move one or more assets at the transfer hub from one locationto another location within the transfer hub. The asset(s) can include,for example, an autonomous vehicle that is transporting cargo (e.g., anautonomous vehicle that is hitched to a trailer containing cargo), anautonomous vehicle that is not transporting cargo (e.g., an autonomousvehicle that is not hitched to a trailer containing cargo), or onlycargo (e.g., a trailer containing cargo that is not hitched to avehicle). For example, when an asset arrives at a first locationassociated with the transfer hub, the service provider network canassign a jockey from one or more jockeys associated with the transferhub to move the asset from the first location to a second locationassociated with the transfer hub at a future time (e.g., at a timeimmediately after assigning the jockey, or at a later time), and directthe jockey to move the asset at such future time.

According to aspects of the present disclosure, the service provider canoperate the fleet by grouping a plurality of autonomous vehicles in thefleet into one or more “convoy” units. The service provider can directthe vehicles in a convoy to be moved together as a group from a firstlocation to a second location within a transfer hub, and/or control thevehicles in the convoy to depart the transfer hub and travel together asa group to a next destination.

In some implementations, a convoy can include a lead vehicle and one ormore follower vehicles. The lead vehicle can be configured to operateahead of the follower vehicle(s), and the follower vehicle(s) can beconfigured to follow behind the lead vehicle. The inter-vehicledistances of the convoy can vary in embodiments from close-following(less than a foot or several feet to create an aerodynamic effect thatreduces aerodynamic drag for following vehicles) to farther distances(e.g., within visual range or within short-distance communicationrange).

In some implementations, the service provider can assign a humanoperator (e.g., an escort) to a convoy, so that the human operator cansupervise, manage, and/or control autonomous vehicles in the convoy. Asan example, the service provider can assign the vehicle that includes ahuman operator as a lead vehicle in a convoy. The human operator canmonitor the operation of the lead vehicle, the follower vehicle(s),and/or the environment (e.g., traffic, road conditions, weather, etc.)for off nominal conditions. The operation of the lead vehicle can beautonomous or manual.

According to aspects of the present disclosure, the transportationnetwork can be associated with a service provider network. The serviceprovider can communicate (e.g., via the operations computing system)with the service provider network to provide and/or obtain informationassociated with the transportation network (e.g., an arrival ordeparture of one or more assets at or from a transfer hub, an availablecapacity at a location associated with a transfer hub, an allocation ofcapacity at a location associated with a transfer hub, etc.) forproviding the vehicle-based service using the transportation network.More generally, one or more service providers can communicate (e.g., viaa respective operations computing system) with the service providernetwork to operate a respective fleet of vehicles on the transportationnetwork and/or provide a respective vehicle-based service using thetransportation network.

In some implementations, a transfer hub in the transportation networkcan include or be associated with one or more cameras and/or sensors atone or more locations associated with the transfer hub. The camerasand/or sensors can be configured to provide audio/visual data and/orsensor data corresponding to a location associated with the transfer hubto the service provider network. The service provider network candetermine an available capacity associated with the location based onthe audio/visual and/or sensor data.

As an example, a landing zone associated with a first transfer hub caninclude one or more cameras. The service provider network can obtainaudio/visual data from the camera(s) indicative of all or part of aphysical space at the landing zone. The service provider network cananalyze the data to determine a total capacity associated with thelanding zone and identify one or more objects (e.g., vehicle(s), cargo,person(s), safety barrier(s), obstruction(s), etc.) that are occupyingthe physical space at the landing zone. Alternatively, the serviceprovider network can obtain predetermined information indicative of thetotal capacity associated with the landing zone. The service providernetwork can determine an available capacity associated with the landingzone based on the total capacity and the object(s) that are occupyingthe landing zone.

As another example, a landing zone associated with a first transfer hubcan include one or more sensors. The sensor(s) can be associated withone or more designated spaces within the landing zone for receiving anasset arriving at the landing zone. When an asset arrives at the landingzone and occupies one of the designated spaces, a corresponding sensorcan indicate that the designated space is unavailable. When the asset ismoved from the designated space to another location (e.g., dropyard orlanding zone) associated with the first transfer hub, the correspondingsensor can indicate that the designated space is available. Thesensor(s) can provide data indicative of an occupancy/availability ofthe one or more designated spaces within the landing zone to the serviceprovider network, and the service provider network can determine/updatean available capacity associated with the landing zone based on thesensor data.

As another example, a landing zone associated with a first transfer hubcan include one or more cameras and/or sensors that are associated withone or more entry points and one or more exit points of the landingzone. The camera(s) and/or sensor(s) can provide audio/visual dataand/or sensor data corresponding to the entry and exit point(s) to theservice provider network. The service provider network can determine anumber of asset(s) that have entered the landing zone based on the datacorresponding to the entry point(s) and determine a number asset(s) thathave exited the landing zone based on data corresponding to the exitpoint(s). The service provider network can determine an availablecapacity associated with the landing zone based on a difference betweenthe number of asset(s) that have entered and exited the landing zone.

As another example, one or more locations associated with a firsttransfer hub (e.g., landing zone(s), dropyard(s), launch zone(s), etc.)can include one or more cameras and/or one or more sensors. Thecamera(s) and/or sensor(s) can be associated with one or more designatedspaces within the location(s) and/or associated with one or more entrypoints and one or more exit points of the location(s).

In some implementations, the service provider network can estimate anavailable capacity at a location associated with a transfer hub at afuture time.

As an example, one or more service providers can communicate (e.g., viaa respective operations computing system) with the service providernetwork to provide data indicative of one or more assets arriving at alanding zone associated with a first transfer hub. The service providernetwork can communicate with the service provider(s) (e.g., with arespective operations computing system) and request the data indicativeof the asset(s) arriving at the landing zone, and/or the serviceprovider(s) can provide the data indicative of the asset(s) periodicallyor in response to a triggering event (e.g., when the service providerdetermines that an asset will arrive at the landing zone). Inparticular, each service provider can provide data associated with oneor more assets that are managed by the service provider. The serviceprovider network can estimate an available capacity at the landing zoneat a future time based on the data indicative of the asset(s) arrivingat the landing zone.

As another example, the service provider network can obtain dataindicative of a transfer schedule associated with a landing zone. Thetransfer schedule can include one or more assignments to move one ormore assets from the landing zone to another location (e.g., dropyard orlanding zone) at one or more future times. The service provider networkcan estimate an available capacity at the landing zone at a future timebased on the data indicative of the transfer schedule.

As another example, the service provider network can obtain dataindicative of one or more assets arriving at a landing zone and dataindicative of a transfer schedule associated with the landing zone. Theservice provider network can estimate an available capacity at thelanding zone at a future time based on the asset(s) arriving at thelanding zone and the transfer schedule at the landing zone.

In some implementations, the service provider (e.g., operationscomputing system) can communicate with the service provider network toobtain information associated with the transportation network (e.g., anavailable capacity at a location associated with a transfer hub).

As an example, the service provider can determine one or more firstassets that are arriving at a landing zone associated with a firsttransfer hub. The service provider can communicate with the serviceprovider network to obtain data indicative of an available capacity atthe landing zone for receiving the first asset(s). The service providernetwork can determine the available capacity at the landing zone (e.g.,based on data obtained from one or more cameras and/or sensors, dataobtained from one or more service providers, and/or data indicate of atransfer schedule) and provide data indicative of the available capacityback to the service provider. The data indicative of the availablecapacity can include, for example, a determination by the serviceprovider network of the available capacity, a live stream ofaudio/visual from one or more cameras associated with the landing zone,and/or sensor data from one or more sensors associated with the landingzone. If the service provider determines that the available capacity atthe landing zone is insufficient to receive the first asset(s), then theservice provider can, for example, control the first asset(s) to travelto a different transfer hub, or request an allocation of capacity forthe first asset(s) at the landing zone.

As another example, the service provider can determine one or more firstassets that are arriving at a landing zone associated with a firsttransfer hub at a future time. The service provider can communicate withthe service provider network to obtain data indicative of an availablecapacity at the landing zone for receiving the first asset(s) at thefuture time. The service provider network can determine the availablecapacity at the landing zone at the future time (e.g., based on dataobtained from one or more cameras and/or sensors, data obtained from oneor more service providers, and/or data indicate of a transfer schedule)and provide data indicative of the available capacity to the serviceprovider. The data indicative of the available capacity can include, forexample, a determination by the service provider network of theavailable capacity at the future time. If the service providerdetermines that the available capacity at the landing zone isinsufficient to receive the first asset(s) at the future time, then theservice provider can, for example, control an arrival time of the firstasset(s) at the landing zone (e.g., expedite or delay the arrival timewith respect to the future time), control the first asset(s) to travelto a different transfer hub, or request an allocation of capacity forthe first asset(s) at the landing zone.

In some implementations, the service provider (e.g., via the operationscomputing system) can communicate with the service provider network torequest an allocation of capacity at a transfer hub for receiving one ormore assets.

As an example, the service provider can determine one or more firstassets that are arriving at a landing zone associated with a firsttransfer hub at a current/future time. The service provider cancommunicate with the service provider network to request an allocationof capacity for the first asset(s) at the current/future time. Inresponse, the service provider network can decrease an availablecapacity associated with the landing zone at the current/future timecommensurate with the first asset(s) so that the allocated capacity isunavailable at the current/future time for one or more other assetsbeing managed by the service provider or another service provider.Additionally, if an available capacity associated with the landing zoneat the current/future time is insufficient for receiving the firstasset(s), then the service provider network can direct/schedule one ormore second asset(s) to be moved from the landing zone to anotherlocation (e.g., dropyard or launch zone) associated with the firsttransfer hub at the current time or before the future time in order toincrease the available capacity at the landing zone at the future time.

The systems and methods described herein may provide a number oftechnical effects and benefits. For instance, by monitoring andestimating an available capacity at a location associated with atransfer hub, one or more service providers can each obtain dataindicative of the available capacity. In this way, the presentdisclosure enables the service provider(s) to more efficiently manageand control a respective fleet to provide a respective vehicle-basedservice. In particular, the service provider(s) can minimize a delay orwait time for one or more assets arriving at the transfer hub.Additionally, by managing an available capacity at the location inresponse to information provided by the service provider(s) and/or anallocation of capacity requested by the service provider(s), the presentdisclosure enables improved utilization of the transfer hub.

The systems and methods described herein may also provide resultingimprovements to computing technology tasked with providing avehicle-based service and/or managing a fleet of vehicles to provide avehicle-based service. For example, the systems and methods describedherein may provide improvements in a utilization of the fleet ofvehicles for providing the vehicle-based service, resulting in greaterthroughput and reduced energy expenditure by reducing a likelihood of anasset to wait for available capacity when arriving at a transfer hub.

With reference now to the FIGS., example embodiments of the presentdisclosure will be discussed in further detail. FIG. 1 depicts anexample system 100 according to example embodiments of the presentdisclosure. The system 100 can include a vehicle computing system 102associated with a vehicle 104 and one or more remote computing systems103. The system 100 can also include one or more additional vehicles105, each including a respective vehicle computing system (not shown).In one embodiment, the remote computing system(s) 103 may include or beassociated with a service provider network 118 and one or more clientcomputing systems 126. As shown in FIG. 2, the service provider network118 may include or be associated with one or more operations computingsystems 120 that allow one or more respective service providers toprovide a vehicle-based service, such as one or more of the examplevehicle-based services described herein.

In some implementations, the vehicle computing system 102, the remotecomputing system(s) 103 (e.g., the service provider network 118 and theclient computing system(s) 126), and vehicle(s) 105 (e.g., vehiclecomputing system associated with each of the vehicle(s) 105) can beremote from each other and communicate with each other remotely.

In some implementations, the vehicle 104 can be part of a fleet ofvehicles managed by an operations computing system 120. Additionally,the vehicle(s) 105 can be part of the fleet of vehicles managed by theoperations computing system 120.

In one embodiment, the operations computing system 120 can manage thevehicle 104 via the vehicle computing system 102. Additionally, theoperations computing system 120 can manage the vehicle(s) 105 via arespective vehicle computing system associated with each of thevehicle(s) 105. The operations computing system 120 can obtain dataindicative of a service request from a client, for example, via a clientcomputing system 126 associated with the client. The operationscomputing system 120 can select the vehicle 104 to provide the vehicleservice requested by the client. The operations computing system 120 canprovide the vehicle computing system 102 with data indicative of cargodesignated for autonomous transport, and control the vehicle 104 toprovide the vehicle-based service.

The vehicle 104 incorporating the vehicle computing system 102 can be aground-based autonomous vehicle (e.g., car, truck, bus), an air-basedautonomous vehicle (e.g., airplane, drone, helicopter, or otheraircraft), or other types of vehicles (e.g., boat, ship, or otherwatercraft). The vehicle 104 can be an autonomous vehicle that candrive, navigate, operate, etc. with minimal and/or no interaction from ahuman driver.

The vehicle 104 can include one or more sensors 108 that can acquiresensor data 109 indicative of one or more objects proximate to thevehicle 104, and/or indicative of one or more conditions. The objectscan include, for example, pedestrians, vehicles, bicycles, attachedcargo, and/or other objects. The conditions can include, for example,whether a trailer including cargo is hitched to the vehicle 104, whethera human operator is present in the vehicle 104, whether one or morediagnostic checks are successfully completed, a geographic location ofthe vehicle 104, and/or other conditions.

The vehicle 104 can include an autonomy computing system 110 that canobtain the sensor data 109 from the sensors, attempt to comprehend thesurrounding environment by performing various processing techniques onthe sensor data 109 (and/or other data), and generate an appropriatemotion plan through such surrounding environment.

FIG. 2 illustrates a schematic view of one embodiment of the serviceprovider network 118 described above with reference to FIG. 1. Asindicated above, the service provider network 118 may generally includeor be associated with one or more computing systems that allow one ormore operations computing systems 120 to provide a vehicle-basedservice. For instance, as shown in FIG. 2, the service provider network118 may, in one embodiment, include the operations computing system(s)120, a transportation network computing system 122, a jockey managementcomputing system 124, and/or any combination of such computing systems.It should be appreciated that, although the computing systems 120, 122,124 will generally be described separately, the various functions and/orother tasks described herein as being implemented by any of suchcomputing systems forming part of the service provider network 118 may,instead, by performed by a single computing system of the serviceprovider network or may be distributed across two or more computingsystems of the service provider network 118.

As shown in FIG. 2, the transportation network computing system 122associated with the service provider network 118 can include one or moreprocessors 204, memory system 205, communications system 206, andsensor(s) 226. The memory system 205 can include transfer hub data 220,transportation route data 222, and transfer schedule 224 associated witha transportation network that is used to provide a vehicle-basedservice. The operations computing system(s) 120 can communicate with thetransportation network computing system 122 to obtain data indicative ofthe transportation network in order to provide the vehicle-basedservice.

The sensor(s) 226 can include one or more cameras and/or other sensorsassociated with the transportation network. The camera(s) and/orsensor(s) can be associated with one or more locations associated withone or more transfer hubs in the transportation network. Thetransportation network computing system 122 can acquire sensor data(e.g., audio/visual data, occupancy/availability data, etc.) from thesensor(s) 226, and store the sensor data in the transfer hub data 220.

The transfer hub data 220 can include information about one or moretransfer hubs in the transportation network and one or more attributesassociated with each transfer hub. The attribute(s) associated with eachtransfer hub can include, for example, a transfer hub identifierassociated with the transfer hub and a plurality of locations associatedwith the transfer hub (e.g., landing zone(s), dropyard(s), launchzone(s)). Additionally, the transfer hub data 220 can includeinformation about one or more attributes associated with each of theplurality of locations. The attribute(s) associated with each locationcan include, for example, a total capacity, available capacity, capacitythreshold, geographic coordinates, and other characteristics orfacilities associated with the location.

The total capacity associated with a location can correspond to amaximum number of asset(s) that can be located at the location at asingle time. The total capacity can be based on a physical spacecorresponding to the location and a physical space used by each asset.The total capacity can also be based on, for example, a minimum distanceto keep between the asset(s) at the location, safety barriers,obstructions, or other objects occupying the location. Thetransportation network computing system 122 can obtain predeterminedinformation associated with the total capacity at the location, and/orcan determine the total capacity based on sensor data acquired from thesensor(s) 226.

The available capacity associated with a location at a particular timecan correspond to a difference between a total capacity associated withthe location and an amount of the total capacity being used at theparticular time. The available capacity associated with the location canvary during a particular duration of time based on a number of assetsarriving at the location and a number of assets departing the locationwithin the duration. When the service provider network 118 directs anasset to be moved to the location or directs an asset to be moved awayfrom the location, the service provider network 118 can provideinformation about the move to the transportation network computingsystem 122. The transportation network computing system 122 can updatethe available capacity associated with the location based on theprovided information. The transportation network computing system 122can also determine the available capacity at the location based onsensor data acquired from the sensor(s) 226.

The capacity threshold associated with a location can be used todetermine when to move one or more assets from the location to anotherlocation. The capacity threshold can be equal to or less than the totalcapacity associated with the location. For example, the service providernetwork 118 can direct a jockey to move one or more assets from alanding zone within a transfer hub to one or more other locations withinthe transfer hub when an amount of the total capacity being used at thelanding zone reaches the capacity threshold.

The geographic coordinates associated with a location can be used todetermine a distance from the location to one or more other locations(e.g., by comparing the geographic coordinates of the location and theother location(s)). For example, the service provider network 118 candetermine a distance between a first location within the transfer hub(e.g., landing zone, dropyard, or launch zone) and a second locationwithin the transfer hub (e.g., landing zone, dropyard, or launch zone),between the first location and a location associated with an asset,and/or between the first location and a location associated with ajockey.

The other characteristics or facilities associated with each locationcan indicate, for example, whether the location is associated with beingcapable of holding specific cargo-types (e.g., hazardous cargo,climate-controlled cargo, etc.), and/or whether the location isassociated with being capable of performing one or moremaintenance/repair services (e.g., refueling service, componentrepair/replacement service, component update/upgrade service, etc.).

As an example, a transfer hub can include a dropyard associated withbeing capable of holding an asset that includes hazardous cargo. Thedropyard can include characteristics or facilities specifically tailoredto hold an autonomous vehicle transporting a hazardous cargo and/or thehazardous cargo itself (e.g., an isolated location, special safetyequipment, etc.). Based on a determination that an autonomous vehicletransporting hazardous cargo is at a landing zone, or will be arrivingat the landing zone, the service provider network 118 can assign ajockey to move the asset from the landing zone to the dropyardassociated with being capable of holding hazardous cargo. In exampleembodiments, the service provider network 118 can select the dropyarddynamically and/or automatically based on the determination that theasset includes hazardous cargo.

As another example, a transfer hub can include a dropyard associatedwith being capable of holding an asset that includes climate-controlledcargo. The dropyard can include characteristics or facilitiesspecifically tailored to hold an autonomous vehicle transporting aclimate-controlled cargo and/or the climate-controlled cargo itself(e.g., climate-controlled holding area, etc.). Based on a determinationthat an autonomous vehicle transporting climate-controlled cargo is at alanding zone, or will be arriving at the landing zone, the serviceprovider network 118 can assign a jockey to move the asset from thelanding zone to the dropyard associated with being capable of holdingclimate-controlled cargo. In example embodiments, the service providernetwork 118 can select the dropyard dynamically and/or automaticallybased on the determination that the autonomous vehicle includesclimate-controlled cargo.

As another example, a transfer hub can include a dropyard associatedwith being capable of performing one or more maintenance/repairservices. The dropyard can include characteristics or facilitiesspecifically tailored for performing the maintenance/repair service(s)(e.g., tools, inventory, technicians, etc.). Based on a determinationthat an asset includes an autonomous vehicle that is in need of one ormore maintenance/repair services and that the autonomous vehicle is at alanding zone, or will be arriving at the landing zone, the serviceprovider network 118 can assign a jockey to move the asset from thelanding zone to the dropyard associated with being capable of performingthe maintenance/repair service(s). In example embodiments, the serviceprovider network 118 can select the dropyard dynamically and/orautomatically based on the determination that the autonomous vehicle isin need of the maintenance/repair service(s).

Referring still to FIG. 2, the transportation route data 222 can includeinformation about one or more transportation routes connecting thetransfer hub(s) in the transportation network and one or more attributesassociated with each transportation route. The one or more attributesassociated with each transportation route can include, for example, aroute distance, average speed limit, traffic conditions, roadconditions, weather conditions, etc.

The transfer schedule 224 can include information associated with eachtransfer hub in the transportation network. The transfer schedule 224can include a schedule of one or more assignments for moving one or moreassets from a first location (e.g., landing zone or dropyard) associatedwith a transfer hub to a second location (e.g., dropyard or launch zone)associated with the transfer hub. The service provider network 118 canschedule an assignment based on one or more attributes associated withthe asset(s) and/or an availability of a jockey for each assignment, andthe service provider network 118 an store the assignment in the transferschedule 224. If the asset(s) includes cargo, then the attributesassociated with the asset(s) can include, for example, a cargo-type,scheduled arrival time, and/or scheduled departure time associated withthe cargo. If the asset(s) includes an autonomous vehicle, then theattributes associated with the asset(s) can also include, for example,an estimated arrival time associated with the autonomous vehicle. FIG. 7depicts an example of a transfer schedule according to exampleembodiments of the present disclosure, and is discussed further below.

Referring still to FIG. 2, the jockey management computing system 124 ofthe service provider network 118 can include one or more processors 207,a memory system 208, and a communications system 209. The memory system208 can, for instance, include jockey data 274.

The jockey data 274 can include information about one or more attributesassociated with each jockey in a pool of jockeys associated with eachtransfer hub in the transportation network. The operations computingsystem 120 can communicate with the jockey management computing system124 to obtain data indicative of the jockey(s) in order to assign ajockey to move one or more asset(s) within a transfer hub. The jockeydata 274 can include, for example, a jockey identifier, transfer hub, anassignment log, a jockey location, a travel distance, a travel mode, atravel time, shift information, one or more licenses, a performancerating, and/or an assignment confirmation. The jockey managementcomputing system 124 can communicate with one or more computing systemsassociated with one or more jockeys (e.g., a mobile phone associatedwith the jockey).

The jockey identifier associated with each jockey can indicate a uniqueidentifier for the jockey. For example, the jockey identifier maycorrespond to a unique number, code, and/or other identifyinginformation and/or data.

The transfer hub associated with each jockey can indicate a transfer hubassociated with the jockey. The jockey can be assigned to move one ormore asset(s) between locations associated the transfer hub.

The assignment log associated with each jockey can indicate one or moreassignments that are assigned to the jockey. In one embodiment, theassignment log can indicate one or more assignments that were assignedto the jockey and completed, and/or one or more assignments that areassigned to the jockey and are currently pending (e.g., one or moreassignments that are to be completed at a current time and/or one ormore future times). Each assignment in the assignment log can include,for instance, an identifier corresponding to an asset(s) to be moved, afirst location from which the asset(s) is to be moved, a second locationto which the asset(s) is to be moved, a scheduled time when the asset(s)is to be moved from the first location to the second location, and/or anestimated duration. The estimated duration can indicate an estimatedamount of time for moving the asset(s) from the first location to thesecond location.

The jockey location associated with each jockey can indicate a locationof the jockey at a current time and/or a future time. As an example, ifa jockey is disposed at a first location within a transfer hub at acurrent time, then a jockey location associated with the jockey at thecurrent time can indicate the first location. If the jockey will bedisposed or is expected to be disposed at a second location within thetransfer hub at a future time, then a jockey location associated withthe jockey at the future time can indicate the second location.

The travel distance associated with each jockey can indicate a distancethat the jockey will travel to arrive at a location of an assetassociated with an assignment. As a first example, if a jockey is at afirst location and the service provider network assigns the jockey afirst assignment to move an asset from the first location to a secondlocation, then a travel distance associated with the jockey for thefirst assignment can indicate a negligible distance because the jockeyis already at the first location. As a second example, if a jockey is ata first location and the service provider network assigns the jockey afirst assignment to move an asset from a second location to a thirdlocation, then a travel distance associated with the jockey for thefirst assignment can indicate a distance between the first location andthe second location. As a third example, if a jockey is at a firstlocation and the service provider network assigns the jockey a firstassignment to move an asset from the first location to a second locationand a second assignment to move an asset from the second location to athird location, then a travel distance associated with the jockey forthe first assignment can indicate a negligible distance because thejockey is already at the first location and the travel distanceassociated with the jockey for the second assignment can indicate anegligible distance because the jockey will already be at the secondlocation after completing the first assignment. As a fourth example, ifa jockey is at a first location and the service provider network assignsthe jockey a first assignment to move an asset from the first locationto a second location and a second assignment to move an asset from athird location to a fourth location, then a travel distance associatedwith the jockey for the first assignment can indicate a negligibledistance because the jockey is already at the first location and atravel distance associated with the jockey for the second assignment canindicate a distance between the second location and the third location.

The travel mode associated with each jockey can indicate one or moremodes of travel that the jockey can use to arrive at a location of anasset associated with an assignment. A mode of travel can include, forexample, a walking mode, a support vehicle mode, or other mode. As anexample, the service provider network can assign a jockey a firstassignment to move an asset from a first location to a second location.If the jockey can arrive at the first location by walking to the firstlocation, then a travel mode associated with the jockey for the firstassignment can indicate a walking mode. If the jockey can arrive at thefirst location by operating a support vehicle, then a travel modeassociated with the jockey for the first assignment can indicate asupport vehicle mode. If the jockey can arrive at the first location byanother mode, then a travel mode associated with the jockey for thefirst assignment can indicate such other mode.

The travel time associated with each jockey can indicate an amount oftime for the jockey to arrive at a location of an asset associated withan assignment. As a first example, if a jockey is at a first locationand the service provider network assigns the jockey a first assignmentto move an asset from the first location to a second location, then atravel time associated with the jockey for the first assignment canindicate a negligible amount of time because the jockey is already atthe first location. As a second example, if a jockey is at a firstlocation and the service provider network assigns the jockey a firstassignment to move an asset from a second location to a third location,then a travel time associated with the jockey for the first assignmentcan indicate an amount of time for the jockey to travel from the firstlocation to the second location. As a third example, if a jockey is at afirst location and the service provider network assigns the jockey afirst assignment to move an asset from the first location to a secondlocation and a second assignment to move an asset from the secondlocation to a third location, then a travel time associated with thejockey for the first assignment can indicate a negligible amount of timebecause the jockey is already at the first location and the travel timeassociated with the jockey for the second assignment can indicate anegligible amount of time because the jockey will already be at thesecond location after completing the first assignment. As a fourthexample, if a jockey is at a first location and the service providernetwork assigns the jockey a first assignment to move an asset from thefirst location to a second location and a second assignment to move anasset from a third location to a fourth location, then a travel timeassociated with the jockey for the first assignment can indicate anegligible amount of time because the jockey is already at the firstlocation and a travel time associated with the jockey for the secondassignment can indicate an amount of time for the jockey to travel fromthe second location to the third location. It should be appreciated thatthe travel time associated with a given assignment may vary, forexample, based on the corresponding travel mode of the jockey (e.g.,walking vs. driving).

The shift information associated with each jockey can indicate one ormore shift start times and one or more shift end times during which thejockey is available to work. A shift start time associated with thejockey can indicate a time when the jockey becomes available for anassignment. A shift end time associated with the jockey can indicate atime when the jockey becomes unavailable for an assignment.

The license(s) associated with each jockey can indicate whether thejockey is qualified for an assignment. For example, a jockey can berequired to obtain one or more licenses to manually operate a vehicle,remotely operate a vehicle, operate a commercial vehicle, operate avehicle transporting certain types of cargo (e.g., hazardous materialsand other hazardous cargo), etc.

The performance rating associated with each jockey can indicate anaggregate rating associated with the jockey based on a performance ofthe jockey with respect to one or more completed assignments.

The assignment confirmation associated with each jockey can indicatewhether the jockey has confirmed acceptance of an assignment. Forexample, the service provider network can send a jockey an assignmentrequest associated with a new assignment. The assignment request caninclude an identifier corresponding to an asset(s) to be moved, a firstlocation from which the asset(s) is to be moved, a second location towhich the asset(s) is to be moved, a scheduled time at which theasset(s) is to be moved, an estimated duration, and/or the like. Thejockey can accept the new assignment by confirming the assignmentrequest.

Referring still to FIG. 2, the one or more operations computing systems120 can each include one or more processors 201, memory system 202, andcommunications system 203. The memory system 202 can include fleet data210, service request data 212, cargo data 214, cargo route data 216, andconvoy data 218.

The fleet data 210 can include information associated with a fleet ofvehicles managed by the operations computing system(s) 120. For example,the fleet data 210 can include a unique identifier for the vehicle(s)104, 105.

The service request data 212 can include information associated with oneor more service requests from a client. For example, a client computingsystem 126 associated with the client can send data indicative of aservice request to an operations computing system 120 for transportingcargo from a first location (e.g., pick-up location) to a secondlocation (e.g., drop-off location). The data indicative of the servicerequest can include the first location, the second location, andinformation associated with the cargo. The information associated withthe cargo can include, for example, a cargo identifier, cargo-type,cargo weight, etc. The operations computing system 120 can store thedata indicative of the service request in the service request data 212.

The cargo data 214 can include information associated with cargodesignated for autonomous transport. For example, an operationscomputing system 120 can receive a service request from a clientcomputing system 126 for transporting cargo. The operations computingsystem 120 can designate the cargo associated with the service requestfor autonomous transport, and store information associated with thedesignated cargo in the cargo data 214. The cargo data 214 can include,for example, a cargo identifier, cargo-type, cargo-weight, and/or otherinformation associated with the cargo. The cargo identifier in the cargodata 214 can be based on a cargo identifier obtained from the clientcomputing system 126 as part of a service request, or the operationscomputing system 120 can assign its own cargo identifier to the cargo inthe cargo data 214.

The cargo route data 216 can include information associated with a cargoroute for each cargo in the cargo data 214. An operations computingsystem 120 can determine a cargo route for a cargo based on a servicerequest associated with the cargo in the service request data 212,transfer hub data 220, and transportation route data 222. For example,the operations computing system 120 can determine a first transfer hubin the transportation network that is proximate to the first locationassociated with the cargo (e.g., pick-up location), a second transferhub that is proximate to the second location associated with the cargo(e.g., drop-off location), and one or more transportation routes thatconnect the first transfer hub to the second transfer hub. Theoperations computing system 120 can also determine the cargo route toinclude one or more transfer hubs between the first and second transferhub and one or more transportation routes that connect the firsttransfer hub to the second transfer hub via the transfer hub(s) betweenthe first and second transfer hub. The operations computing system 120can also determine a scheduled arrival time and a scheduled departuretime for the cargo at each of the transfer hubs in the cargo route. Theoperations computing system 120 can store the determined cargo route inthe cargo route data 216.

The convoy data 218 can include information associated with one or moreconvoys that include one or more vehicles from the fleet of vehiclesmanaged by the operations computing system(s) 120. The convoy data 218can include, for example, a convoy identifier associated with eachconvoy, a vehicle identifier associated with a lead vehicle in theconvoy, a vehicle identifier associated with each follower vehicle inthe convoy, and an escort identifier associated with an escort assignedto the convoy. An operations computing system 120 can group one or morevehicles from the fleet of vehicles to create a new convoy, and theoperations computing system 120 can store information associated withthe new convoy in the convoy data 218.

Referring now to FIG. 3, a schematic view of one embodiment of thevehicle computing system 102 described above is illustrated inaccordance with aspects of the present subject matter. As shown in FIG.3, the autonomy computing system 110 can include a perception system302, a prediction system 304, a motion planning system 306, and/or othersystems that cooperate to perceive the surrounding environment of thevehicle 104 and determine a motion plan for controlling the motion ofthe vehicle 104 accordingly. For example, the autonomy computing system110 can receive the sensor data 109 from the sensor(s) 108, attempt tocomprehend the surrounding environment by performing various processingtechniques on the sensor data 109 (and/or other data), and generate anappropriate motion plan through such surrounding environment. Theautonomy computing system 110 can control the one or more vehiclecontrol systems 112 to operate the vehicle 104 according to the motionplan.

The autonomy computing system 110 can identify one or more objects thatare proximate to the vehicle 104 based at least in part on the sensordata 109 and/or the map data 360. For instance, the perception system302 can perform various processing techniques on the sensor data 109 todetermine perception data 362 that is descriptive of a current state ofone or more object(s) that are proximate to the vehicle 104. Theprediction system 304 can create prediction data 364 associated witheach of the respective one or more object(s) proximate to the vehicle104. The prediction data 364 can be indicative of one or more predictedfuture locations of each respective object. The motion planning system306 can determine a motion plan for the vehicle 104 based at least inpart on the prediction data 364 (and/or other data), and save the motionplan as motion plan data 366. The motion plan data 366 can includevehicle actions with respect to the object(s) proximate to the vehicle104 as well as the predicted movements. The motion plan data 366 caninclude a planned trajectory, speed, acceleration, etc. of the vehicle104.

The motion planning system 306 can provide at least a portion of themotion plan data 366 that indicates one or more vehicle actions, aplanned trajectory, and/or other operating parameters to the vehiclecontrol system 112 to implement the motion plan for the vehicle 104. Forinstance, the vehicle 104 can include a mobility controller configuredto translate the motion plan data 366 into instructions. By way ofexample, the mobility controller can translate the motion plan data 366into instructions to adjust the steering of the vehicle 104 “X” degrees,apply a certain magnitude of braking force, etc. The mobility controllercan send one or more control signals to the responsible vehicle controlsub-system (e.g., powertrain control system 320, steering control system322, braking control system 324) to execute the instructions andimplement the motion plan.

The communications system 114 can allow the vehicle computing system 102(and its computing system(s)) to communicate with one or more othercomputing systems (e.g., remote computing system(s) 103, vehicle(s)105). The vehicle computing system 102 can use the communications system114 to communicate with the service provider network 118 (including, forexample, an operations computing system 120 that manages the vehicle104, the transportation network computing system 122, and/or the jockeymanagement computing system 124) and/or any other suitable remotecomputing system(s) (e.g., client computing system 126) over one or morenetworks (e.g., via one or more wireless signal connections). In someimplementations, the communications system 114 can allow communicationamong one or more of the system(s) on-board the vehicle 104. Thecommunications system 114 can include any suitable sub-systems forinterfacing with one or more networks, including, for example,transmitters, receivers, ports, controllers, antennas, and/or othersuitable sub-systems that can help facilitate communication.

The memory system 116 of the vehicle 104 can include one or more memorydevices located at the same or different locations (e.g., on-board thevehicle 104, distributed throughout the vehicle 104, off-board thevehicle 104, etc.). The vehicle computing system 102 can use the memorysystem 116 to store and retrieve data/information. For instance, thememory system 116 can store map data 360, perception data 362,prediction data 364, motion plan data 366, diagnostics data 370, vehicleroute data 372, convoy data 374, cargo data 376, and cargo route data378.

The map data 360 can include information regarding: an identity andlocation of different roadways, road segments, buildings, or other itemsor objects (e.g., lampposts, crosswalks, curbing, etc.); a location anddirection of traffic lanes (e.g., the location and direction of aparking lane, a turning lane, a bicycle lane, or other lanes within aparticular roadway or other travel way and/or one or more boundarymarkings associated therewith); and/or any other data that assists thevehicle computing system 102 in comprehending and perceiving itssurrounding environment and its relationship thereto.

The diagnostics data 370 can include diagnostics information generatedby the vehicle computing system 102. The diagnostics information cancorrespond to one or more systems on-board the vehicle 104 and/or anenvironment in which the vehicle 104 operates. The diagnosticsinformation can include raw sensor data associated with the one or moresystems on-board the vehicle 104 and/or the environment in which thevehicle 104 operates. The vehicle computing system 102 (or remotecomputing system(s) 103) can use the diagnostics information todetermine an operational status associated with the vehicle 104. Thevehicle computing system 102 can optionally store the determinedoperational status with the diagnostics data 370.

As an example, the diagnostics information can include a fuel levelbelow a threshold value. Based on the diagnostics information, thevehicle computing system 102 can determine an operational status of thevehicle as in need of a refueling service.

As another example, the diagnostics information can include an amount ofwear/fatigue associated with one or more components on-board the vehicle104. Based on the diagnostics information, the vehicle computing system102 can determine an operational status of the vehicle 104 as in need ofa component repair/replacement service.

As another example, the vehicle computing system 102 can determine anoperational status of the vehicle 104 as in need of a diagnostics checkservice for a human operator (e.g., mechanic, technician, etc.) to checkthe diagnostics information.

The cargo data 376 can include information associated with cargo beingtransported by the vehicle 104. The cargo data 376 can indicate whethera trailer containing cargo is hitched to the vehicle 104. The trailercan include a plurality of cargo, and the cargo data 376 can includeinformation associated with each cargo included in the trailer. Theinformation associated with each cargo can include, for example, a cargoidentifier, cargo-type, cargo-weight, and/or other informationassociated with the cargo. The vehicle computing system 102 can obtainthe cargo data 376 from the operations computing system 120 based on thecargo data 214.

The cargo route data 378 can include information associated with a cargoroute for each cargo in the cargo data 376. The cargo data 376 caninclude, for example, a first location (e.g., pick-up location), asecond location (e.g., drop-off location), a plurality of transfer hubsin the transportation network, and a plurality of transportation routesconnecting the first location to the second location via the pluralityof transfer hubs. The vehicle computing system 102 can obtain the cargoroute data 378 from the operations computing system 120 based on thecargo route data 216. FIG. 6 depicts an example of a cargo routeaccording to example embodiments of the present disclosure, and isdiscussed further below.

The vehicle route data 372 can include information associated with avehicle route for the vehicle 104. The vehicle route data 372 caninclude a vehicle location, a current destination, and one or moretransportation routes connecting the vehicle location to the currentdestination. The vehicle location can indicate a geographic location ofthe vehicle 104 at a current time. If the vehicle 104 is transportingcargo, then the current destination and the transportation route(s)connecting the vehicle location to the current destination can be basedon the cargo route data 378. For example, if the cargo route includes afirst transfer hub followed by a second transfer hub and the vehiclecomputing system 102 determines that the vehicle 104 has departed thefirst transfer hub, then the vehicle computing system 102 can determinethat the current destination is the second transfer hub.

The vehicle route data 372 can also include, for example, a vehiclespeed, an estimated arrival time, and a next destination.

The vehicle speed can indicate a current speed of the vehicle 104. Thevehicle computing system 102 can determine the travel speed based on,for example, a speed sensor onboard the vehicle 104.

The estimated arrival time can indicate an amount of time for thevehicle 104 to reach the current destination. The vehicle computingsystem 102 can determine the estimated arrival time based on the vehiclelocation and vehicle speed in the vehicle route data 372. The vehiclecomputing system 102 can also obtain the transportation route data 222and determine the estimated arrival time based on one or more attributes(e.g., average speed limit, traffic conditions, road conditions, weatherconditions, etc.) associated with the transportation route(s) in thevehicle route data 372.

The next destination can indicate a destination of the vehicle 104 afterthe current destination. The next destination can be based on a cargoroute in the cargo route data 378. For example, if the cargo routeincludes a first transfer hub followed by a second transfer hub and thevehicle computing system 102 determines that the current destination isthe first transfer hub, then the vehicle computing system 102 candetermine that the next destination is the second transfer hub.

The convoy data 374 can include information associated with a convoythat includes the vehicle 104. The convoy data 374 can indicate whetherthe vehicle 104 is part of a convoy. If the vehicle 104 is part of aconvoy, the convoy data 374 can include, for example, a convoyidentifier associated with the convoy, a vehicle identifier associatedwith a lead vehicle in the convoy, and an escort identifier associatedwith an escort assigned to the convoy. The vehicle computing system 102can obtain the convoy data 374 from the operations computing system 120based on the convoy data 218.

FIG. 4 depicts a diagram of an example transportation network 400according to example embodiments of the present disclosure. Thetransportation network 400 can include transfer hubs 410, 412, 414, 416,418 and 420. The transportation network 400 can include a plurality oflocations 470, 471, 472, and 473 that are proximate to the transfer hub410, and a plurality of locations 480, 481, 482 that are proximate tothe transfer hub 420. The plurality of locations 470-473 and 480-482 canbe connected to each other and to a proximate transfer hub via one ormore local routes. For example, the location 470 can be connected to thetransfer hub 410 via local route 491, and the location 480 can beconnected to the transfer hub 420 via local route 492. Thetransportation network 400 can include a plurality of locations (notshown) that are proximate to each of the transfer hubs 412, 414, 416,418 and that are connected to each other and to a proximate transfer hubvia one or more local routes (not shown).

The transfer hubs 410, 412, 414, 416, 418 and 420 in the transportationnetwork 400 can be connected to each other via the transportation routes431, 432, 433, 434, 435, 436, 437, 438, 439, 440, 441, 442, 443, 444,445, 446, 447, 448, 449, 450, 451, and 452. For example, transfer hub410 is connected to transfer hub 414 via transportation route 433, andtransfer hub 414 is connected to transfer hub 410 via transportationroute 434. As another example, transfer hub 414 is connected to transferhub 420 via transportation routes 435, 437, and 439, or viatransportation routes 451, 445, 449, and 442. In this way, an asset thatincludes an autonomous vehicle transporting cargo can travel from afirst transfer hub to a second transfer hub in the transportationnetwork 400 via a variety of different transportation routecombinations.

FIG. 5 depicts a diagram of the transfer hub 414 in the transportationnetwork 400 described above with reference to FIG. 4 according toexample embodiments of the present disclosure. The transfer hub 414 canbe proximate to a highway road connecting a location 502 with anotherlocation 504. The transfer hub 414 can also be proximate to a local roadconnecting a location 506 with another location 508. The locations 502,504, 506 and 508 can correspond to another transfer hub in thetransportation network, or any other location (e.g., pick-up location,drop-off location, geographic location, etc.). The transfer hub 414 caninclude or be associated with the locations 510, 512, 520, 522, 530,532, 534, 536, 538, 540, 542, and 544, that can include a landing zone,launch zone, dropyard, or other location.

The transfer hub 414 can include landing zones 510 and 512. The landingzone 510 can be a location for receiving one or more assets (e.g.,vehicle 104 and/or vehicle(s) 105) that arrive at the transfer hub 414from location 502, and the landing zone 512 can be a location forreceiving one or more assets that arrive at the transfer hub 414 fromlocation 504. The transportation network computing system 122 caninclude data indicative of a capacity, available capacity, capacitythreshold, geographic coordinates, characteristics, facilities, and/orother attributes associated with each of the landing zones 510 and 512.

The transfer hub 414 can include launch zones 520 and 522. The launchzone 520 can be a location from which one or more assets (e.g., vehicle104 and/or vehicle(s) 105) can depart the transfer hub 414 towardlocation 504, and the launch zone 522 can be a location from which theautonomous vehicle(s) can depart the transfer hub 414 toward location502. The transportation network computing system 122 can include dataindicative of a capacity, available capacity, capacity threshold,geographic coordinates, characteristics, facilities, and/or otherattributes associated with each of the launch zones 510 and 512.

The transfer hub 414 can include dropyards 530, 532, 534, 536, 538, 540,542, and 544. The dropyards can be a location for holding one or moreassets (e.g., autonomous vehicle(s) and/or cargo) that are located atthe transfer hub 414. The asset(s) can include autonomous vehicle(s)(e.g., vehicle 104 and/or vehicle(s) 105) that arrive at the transferhub 414 from location 502 or 504, and/or cargo being transported by theautonomous vehicle(s). The dropyards 530, 532, 534, 536, 538, 540, 542,and 544 can be associated with one or more attributes, such as, forexample, a capacity, available capacity, capacity threshold, geographiccoordinates, and characteristics, facilities. The transportation networkcomputing system 122 can include data indicative of the capacity,available capacity, capacity threshold, geographic coordinates,characteristics, facilities, and/or other attributes associated witheach of the dropyards 530, 532, 534, 536, 538, 540, 542 and 544.

In an example embodiment of the present disclosure, the service providernetwork 118 can obtain sensor data from sensor(s) 226 that are locatedat or associated with transfer hub 414 in the transportation network400. The service provider network 118 can determine a total capacityand/or an available capacity at one or more locations associated withthe transfer hubs 414 based on the sensor data. In particular, thesensor(s) 226 can be configured to generate sensor data that correspondsto landing zone 510 and to provide the sensor data to the serviceprovider network 118. The sensor data can include, for example, audiodata, video data, pressure data, motion data, and/or other types datathat is indicative of a physical space at the landing zone 510. Theservice provider network 118 can analyze the sensor data to determinethe total capacity associated with the landing zone 510, and identifyone or more objects (e.g., vehicle(s), cargo, person(s), safetybarrier(s), obstruction(s), etc.) that are occupying the physical spaceat the landing zone 510. The service provider network 118 can determinethe available capacity associated with the landing zone 510 based on thetotal capacity and the object(s) that are occupying the landing zone510. In this way, the service provider 118 can determine a totalcapacity and/or an available capacity at one or more of the locations510, 512, 520, 522, 534, 536, 538, 540, 542, and 544 associated with thetransfer hub 414; and the service provider 118 can determine anavailable capacity at one or more locations associated with one or moreof the transfer hubs 410, 412, 414, 416, 418 and 420 in thetransportation network 400.

In another example embodiment of the present disclosure, the serviceprovider network 118 can obtain fleet data 210 and/or cargo route data216 from the operations computing system(s) 120 to determine anavailable capacity at the one or more locations associated with thetransfer hubs 414 based on the fleet data 210 and/or cargo route data216. In particular, the service provider network 118 can analyze thefleet data 210 and cargo route data 216 to determine a location of oneor more assets that are managed by one or service providers. The serviceprovider network 118 can determine a number of assets that arepositioned at the landing zone 510, and determine the available capacityat the landing zone 510 based at least in part on the number of assetsand a total capacity at the landing zone 510. In this way, the serviceprovider 118 can determine an available capacity at one or more of thelocations 510, 512, 520, 522, 534, 536, 538, 540, 542, and 544associated with the transfer hub 414; and the service provider 118 candetermine an available capacity at one or more locations associated withone or more of the transfer hubs 410, 412, 414, 416, 418 and 420 in thetransportation network 400.

In another example embodiments of the present disclosure, the serviceprovider network 118 can obtain transfer schedule data 224 from thetransportation network computing system 122 to determine an availablecapacity at the one or more locations associated with the transfer hubs410, 412, 414, 416, 418 and 420. In particular, the service providernetwork 118 can obtain a schedule of one or more assignments for movingone or more assets from landing zone 510 to one or more other locationsassociated with the transfer hub 414. The service provider network 118can determine the available capacity at the landing zone 510, forexample, by incrementing the available capacity at the landing zone 510when an asset is moved from the landing zone 510 according to theschedule. In this way, the service provider 118 can determine anavailable capacity at one or more of the locations 510, 512, 520, 522,534, 536, 538, 540, 542, and 544 associated with the transfer hub 414;and the service provider 118 can determine an available capacity at oneor more locations associated with one or more of the transfer hubs 410,412, 414, 416, 418 and 420 in the transportation network 400.

FIG. 6 depicts an example of a cargo route 600 associated with cargobeing transported using the transportation network 400, according toexample embodiments of the present disclosure. The cargo route 600 canbe associated with a first asset (A1) that includes a first cargo (C1).The cargo route 600 includes transporting the first cargo from location470 to transfer hub 410 via local route 491, transporting the firstcargo from transfer hub 410 to transfer hub 414 via transportation route433, transporting the first cargo from transfer hub 414 to transfer hubto transfer hub 418 via transportation routes 435 and 437, transportingthe first cargo from transfer hub 418 to transfer hub 420 viatransportation route 439, and transporting the first cargo from transferhub 420 to location 480 via local route 492.

The cargo route 600 also includes a scheduled departure time associatedwith location 470 (T0) and transfer hubs 410 (T2), 414 (T6), 418 (T8),420 (T10); and a scheduled arrival time associated with location 480(T11) and transfer hubs 410 (T1), 414 (T3), 418 (T7), 420 (T9).

An operations computing system 120 can determine the cargo route 600.For example, the operations computing system 120 can receive dataindicative of a service request from the client computing system 126.The service request can include the location 470 as a first locationassociated with the first cargo (e.g., pick-up location) and thelocation 480 as a second location associated with the first cargo (e.g.,drop-off location). The operations computing system 120 can determinethat transfer hub 410 is proximate to the location 470 and that transferhub 420 is proximate to the location 480, based on transfer hub data 220from the transportation network computing system 122. The operationscomputing system 120 can determine the cargo route 600 from transfer hub410 to transfer hub 420 via transfer hubs 414 and 418. The operationscomputing system 120 can determine the transportation routes 433, 435,437, and 439 connecting the transfer hubs 410, 414, 418, and 420 basedon transportation route data 222 from the transportation networkcomputing system 122.

FIG. 7 depicts an example of a transfer schedule 700 associated withtransfer hub 414 in the transportation network 400, according to exampleembodiments of the present disclosure. The transfer schedule 700includes a plurality of assignments for moving one or more assets from astarting location (e.g., first location associated with the transfer hub414) to an ending location (e.g., second location associated withtransfer hub 414) at a scheduled time, and a jockey identifierassociated with a jockey that is assigned to each assignment. Ascheduled time associated with one or more assets can indicate anarrival time associated with the asset(s) that is equal to or before thescheduled time. For example, the scheduled time T1 associated withmoving one or more second assets (A2) can indicate an arrival timeassociated with the second asset(s) that is equal to or before time T1.

In particular, the transfer schedule 700 includes an assignment formoving one or more first assets (A1) at time T3. The first asset(s) caninclude the first cargo (C1) discussed above with respect to FIG. 6. Thefirst asset(s) (that includes the first cargo) can arrive at the landingzone 510 associated with the transfer hub 414 at time T3, and theoperations computing system 120 can direct a jockey (J5) to move thefirst asset(s) from the landing zone 510 to the dropyard 530 when thefirst asset(s) arrive at time T3. The transfer schedule 700 includes anassignment for a jockey (J6) to move the first asset(s) from thedropyard 530 to the launch zone 520 at time T6. The first asset(s) (thatincludes the first cargo) can depart the transfer hub 414 from thelaunch zone 520 at time T6 toward transfer hub 418.

The transfer schedule 700 also includes an assignment for a jockey (J4)to move one or more seventh assets (A7) and one or more eight assets(A8) from the landing zone 512 to the dropyard 542. The operationscomputing system 120 can group the seventh asset(s) and the eighthasset(s) at the landing zone 512 so that the jockey can moved theseventh and eighth asset(s) together as a group from the landing zone512 to the dropyard 542.

FIGS. 8, 9, and 10 depict flow diagrams of example methods 800, 900 and1000 for providing a vehicle-based service according to exampleembodiments of the present disclosure. One or more portion(s) of themethods 800, 900 and 1000 can be implemented as operations by one ormore computing system(s) such as, for example, one or more computingsystems of the service provider network 118 (e.g., the operationscomputing system 120, the transportation network computing system 122,and/or the jockey management computing system 124) and/or any othersuitable systems, such as computing system(s) 102, 126, 1101, and 1110shown in FIGS. 1, 2, 3, and 11. For example, FIGS. 8, 9, and 10illustrate certain operations being performed by specific computingsystems described herein. However, it should be appreciated that suchoperations may generally be performed by any suitable computing systemor combination of computing systems consistent with the disclosureprovided herein. Moreover, one or more portion(s) of the methods 800,900 and 1000 can be implemented as an algorithm on the hardwarecomponents of the system(s) described herein (e.g., as in FIGS. 1, 2, 3,and 11), for example, to monitor, estimate, and/or control an availablecapacity at a transfer hub for receiving one or more assets (e.g.,autonomous vehicle(s) and/or cargo). FIGS. 8, 9, and 10 depict elementsperformed in a particular order for purposes of illustration anddiscussion. Those of ordinary skill in the art, using the disclosuresprovided herein, will understand that the elements of any of the methods(e.g., of FIGS. 8, 9 and 10) discussed herein can be adapted,rearranged, expanded, omitted, combined, and/or modified in various wayswithout deviating from the scope of the present disclosure.

FIG. 8 depicts an example flow diagram of monitoring, estimating, and/orcontrolling an available capacity at a transfer hub according to exampleembodiments of the present disclosure. At (801), the client computingsystem 126 can send data indicative of a service request to theoperations computing system 120.

At (802), the operations computing system 120 can receive dataindicative of the service request from the client computing system 126for transporting cargo from a first location (e.g., pick-up location) toa second location (e.g., drop-off location). The data indicative of theservice request can include the first location, the second location, andinformation associated with the cargo, and the operations computingsystem 120 can store the data in the service request data 212 and cargodata 214.

At (803), the transportation network computing system 122 can sendtransfer hub data 220 and transportation route data 222 to theoperations computing system 120.

At (804), the operations computing system 120 can receive the transferhub data 220 and transportation route data 222 from the transportationnetwork computing system 122.

At (805), the operations computing system 120 can determine a cargoroute for the cargo based on the service request data 212, transfer hubdata 220, and transportation route data 222. The operations computingsystem 120 can determine one or more transportation routes to transportthe cargo from the first location to the second location via a pluralityof transfer hubs. The operations computing system 120 can also determinea scheduled arrival time and a scheduled departure time for the cargo ateach of the transfer hubs. The operations computing system 120 candetermine an available capacity at each of the transfer hubs forreceiving a first asset that includes the cargo at a scheduled arrivaltime associated with the transfer hub. If the an available capacity at afirst transfer hub for receiving the first asset at a scheduled arrivaltime associated with the first transfer hub is insufficient, then theoperations computing system 120 can expedite or delay the scheduledarrival time associated with the first transfer hub to a new scheduledarrival time when the available capacity is sufficient. Alternatively,the operations computing system 120 can determine a different cargoroute that does not include the first transfer hub. Alternatively, theoperations computing system 120 can send a request to the transportationnetwork computing system 122 for an allocation of capacity to receivethe first asset at the scheduled arrival time. If the operationscomputing system 120 receives a notification from the transportationnetwork computing system 122 that the allocation failed, then theoperations computing system 120 can expedite or delay the scheduledarrival time associated with the first transfer hub and/or determine adifferent cargo route that does not include the first transfer hub. Theoperations computing system 120 can store the determined cargo route incargo route data 216.

At (806), in response to the receiving the request for an allocation ofcapacity, the transportation network computing system 122 can allocatecapacity at the first transfer hub, and provide data indicative of theallocation to the operations computing system 120. If required, thetransportation network computing system 122 can communicate with thejockey management computing system 124 to direct a jockey to move one ormore assets and/or schedule an assignment for a jockey to move one ormore assets, in order to increase an available capacity at the firsttransfer hub for allocating the available capacity. If thetransportation network computing system 122 is unable to allocatecapacity at the first transfer hub for receiving the first asset at thescheduled arrival time, then the transportation network computing system122 can notify the operations computing system 120 that the allocationfailed.

At (807), the operations computing system 120 can send data indicativeof the cargo route to the client computing system 126. In particular,the operations computing system 120 can send data indicative of a firsttransfer hub proximate to the first location and a second transfer hubproximate to the second location. The operations computing system 120can also send data indicative of the scheduled arrival time for thecargo at the first transfer hub and at the second transfer hub.

At (808), the client computing system 126 can receive data indicative ofthe cargo route. A client associated with the client computing system126 can transport the cargo from the first location to the firsttransfer hub at the scheduled arrival time (or before the scheduledarrival time) for the cargo at the first transfer hub, and transport thecargo from the second transfer hub to the second location at thescheduled arrival time (or after the scheduled arrival time) for thecargo at the second transfer hub.

At (809), the operations computing system 120 can send data indicativeof the cargo route to the transportation network computing system 122.The transportation network computing system 122 can update an availablecapacity associated with each of the transfer hubs in the cargo route inaccordance with a scheduled arrival time of the first asset at thetransfer hub, and store the updated information in transfer hub data809.

At (810), the operations computing system 120 can select the vehicle 104to transport the cargo, and can send data associated with the cargo incargo data 214 and cargo route data 216 to the vehicle computing system102.

At (811), the vehicle computing system 102 can receive data associatedwith the cargo, store the data in cargo data 376 and cargo route data378, and control the vehicle 104 to autonomously transport the cargofrom the first transfer hub to the second transfer hub.

FIG. 9 depicts an example flow diagram of a method 900 for monitoring anavailable capacity at a transfer hub to provide a vehicle-based service,according to example embodiments of the present disclosure. At (901),the method 900 can include identifying one or more assets arriving at atransfer hub associated with a transportation network computing system.For example, an operations computing system 120 can identify one or moreassets that will arrive at a first location associated with a firsttransfer hub at an arrival time.

At (902), the method 900 can include sending data indicative of theasset(s) to the transportation network computing system. For example,the operations computing system 120 can send data indicative of theasset(s) to the transportation network computing system 122 that isassociated with the first transfer hub. The operations computing system120 can send data that includes a request for the transportation networkcomputing system 122 to allocate capacity at the first location forreceiving the asset(s).

At (903), the method 900 can include obtaining data indicative of anavailable capacity at the transfer hub for receiving the asset(s). Forexample, the operations computing system 120 can obtain data indicativeof an available capacity associated with the first location forreceiving the asset(s) at the arrival time from the transportationnetwork computing system 122.

At (904), the method 900 can include controlling the asset(s) based onthe available capacity. For example, the operations computing system 120can control the asset(s) based at least in part on the availablecapacity associated with the first location for receiving the asset(s)at the available time. The operations computing system 120 can controlthe asset(s) to adjust the arrival time of the asset(s) at the firstlocation (e.g., expedite or delay the arrival time with respect to thefirst time) if the available capacity at the arrival time isinsufficient. Alternatively, the operations computing system 120 cancontrol the asset(s) to divert the asset(s) to a second transfer hub(e.g., a second location associated with the second transfer hub) asopposed to the first transfer hub, if the available capacity at thearrival time is insufficient.

FIG. 10 depicts an example flow diagram of a method 1000 for monitoring,estimating, and/or controlling an available capacity at a transfer hubaccording to example embodiments of the present disclosure. At (1001),the method 1000 can include obtaining data indicative of one or morefirst assets arriving at a first location associated with a transferhub. For example, the service provider network 118 can obtain dataindicative of one or more first assets that will arrive at a firstlocation associated with a first transfer hub at an arrival time. Theservice provider network 118 can obtain the data from an operationscomputing system 120 that manages the first asset(s). The serviceprovider network 118 can receive data indicative of a request forallocating capacity at the first location to receive the first asset(s).

At (1002), the method 1000 can include determining an available capacityat the first location. For example, the service provider network 118 candetermine an available capacity at the first location for receiving thefirst asset(s) at the first time. The service provider network 118 canobtain data indicative of a total capacity associated with the firstlocation (e.g., predetermined information associated with the firstlocation and/or sensor data from the sensor(s) 226). The serviceprovider network 118 can obtain data indicative of one or more objectspositioned at the first location (e.g., one or more second assetspositioned at the first location) from one or more cameras or sensorsassociated with the first location. The service provider network 118 candetermine an available capacity associated with the first location basedon the total capacity and the object(s) positioned at the first location(e.g., one or more second assets positioned at the first location). Theservice provider network 118 can obtain data indicative of a pluralityof assets that will arrive at the first location between a current timeand the arrival time, and obtain data indicative of a transfer schedulefor moving one or more assets in the plurality of assets away from thefirst location between the current time and the arrival time. Theservice provider network 118 can estimate the available capacityassociated with the first location based at least in part on the dataindicative of the plurality of assets and the transfer schedule. Inparticular, the service provider network 118 can obtain vehicle routedata 372 associated with one or more of the plurality of assets, and theservice provider network 118 can determine that one or more of theplurality of assets is positioned at the first location if a vehiclelocation in the vehicle route data 372 corresponds to the firstlocation. The plurality of assets can be managed by one or more of theoperations computing system(s) 120.

At (1003), the method 1000 can include moving one or more secondasset(s) from the first location to a second location associated withthe transfer hub. For example, the service provider network 118 can moveone or more second assets positioned at the first location to a secondlocation associated with the first transfer hub to increase theavailable capacity at the first location for receiving the firstasset(s) at the arrival time. The service provider network 118 candirect the second asset(s) to be moved at a current time, or schedule anassignment for a jockey to move the second asset(s) at a future timebefore the arrival time.

FIG. 11 depicts an example computing system 1100 according to exampleembodiments of the present disclosure. The example system 1100illustrated in FIG. 11 is provided as an example only. The components,systems, connections, and/or other aspects illustrated in FIG. 11 areoptional and are provided as examples of what is possible, but notrequired, to implement the present disclosure. The example system 1100can include the vehicle computing system 102 of the vehicle 104 and, insome implementations, remote computing system(s) 1110 including one ormore remote computing system(s) that are remote from the vehicle 104(e.g., one or more computing systems of the service provider network118) that can be communicatively coupled to one another over one or morenetworks 1120. The remote computing system 1110 can be associated with acentral operations system and/or an entity associated with the vehicle104 such as, for example, a vehicle owner, vehicle manager, fleetoperator, service provider network, etc.

The computing device(s) 1101 of the vehicle computing system 102 caninclude processor(s) 1102 and a memory 1104. The one or more processors1102 can be any suitable processing device (e.g., a processor core, amicroprocessor, an ASIC, a FPGA, a controller, a microcontroller, etc.)and can be one processor or a plurality of processors that areoperatively connected. The memory 1104 can include one or morenon-transitory computer-readable storage media, such as RAM, ROM,EEPROM, EPROM, one or more memory devices, flash memory devices, etc.,and combinations thereof.

The memory 1104 can store information that can be accessed by the one ormore processors 1102. For instance, the memory 1104 (e.g., one or morenon-transitory computer-readable storage mediums, memory devices)on-board the vehicle 104 can include computer-readable instructions 1106that can be executed by the one or more processors 1102. Theinstructions 1106 can be software written in any suitable programminglanguage or can be implemented in hardware. Additionally, oralternatively, the instructions 1106 can be executed in logically and/orvirtually separate threads on processor(s) 1102.

For example, the memory 1104 on-board the vehicle 104 can storeinstructions 1106 that when executed by the one or more processors 1102on-board the vehicle 104 cause the one or more processors 1102 (thevehicle computing system 102) to perform operations such as any of theoperations and functions of the vehicle computing system 102, asdescribed herein, one or more operations of methods 800 and 900, and/orany other operations and functions of the vehicle computing system 102,as described herein.

The memory 1104 can store data 1108 that can be obtained, received,accessed, written, manipulated, created, and/or stored. The data 1108can include, for instance, data associated with perception, prediction,motion plan, maps, vehicle diagnostics, vehicle route, vehicle convoy,cargo, cargo route, vehicle fleet, service request, transfer hub,transportation route, jockey, and/or other data/information as describedherein. In some implementations, the computing device(s) 1101 can obtaindata from one or more memory device(s) that are remote from the vehicle104.

The computing device(s) 1101 can also include a communication interface1103 used to communicate with one or more other system(s) on-board thevehicle 104 and/or a remote computing device that is remote from thevehicle 104 (e.g., of remote computing system(s) 1110). Thecommunication interface 1103 can include any circuits, components,software, etc. for communicating via one or more networks (e.g., 1120).In some implementations, the communication interface 1103 can include,for example, one or more of a communications controller, receiver,transceiver, transmitter, port, conductors, software, and/or hardwarefor communicating data.

The network(s) 1120 can be any type of network or combination ofnetworks that allows for communication between devices. In someembodiments, the network(s) can include one or more of a local areanetwork, wide area network, the Internet, secure network, cellularnetwork, mesh network, peer-to-peer communication link, and/or somecombination thereof, and can include any number of wired or wirelesslinks. Communication over the network(s) 1120 can be accomplished, forinstance, via a communication interface using any type of protocol,protection scheme, encoding, format, packaging, etc.

The remote computing system 1110 can include one or more remotecomputing devices that are remote from the vehicle computing system 102.The remote computing devices can include components (e.g., processor(s),memory, instructions, data) similar to that described herein for thecomputing device(s) 1101. Moreover, the remote computing system(s) 1110can be configured to perform one or more operations of the serviceprovider network 118, as described herein. Moreover, the computingsystems of other vehicles described herein can include componentssimilar to that of vehicle computing system 112.

Computing tasks discussed herein as being performed at computingdevice(s) remote from the vehicle can instead be performed at thevehicle (e.g., via the vehicle computing system), or vice versa. Suchconfigurations can be implemented without deviating from the scope ofthe present disclosure. The use of computer-based systems allows for agreat variety of possible configurations, combinations, and divisions oftasks and functionality between and among components.Computer-implemented operations can be performed on a single componentor across multiple components. Computer-implemented tasks and/oroperations can be performed sequentially or in parallel. Data andinstructions can be stored in a single memory device or across multiplememory devices.

While the present subject matter has been described in detail withrespect to specific example embodiments and methods thereof, it will beappreciated that those skilled in the art, upon attaining anunderstanding of the foregoing can readily produce alterations to,variations of, and equivalents to such embodiments. Accordingly, thescope of the present disclosure is by way of example rather than by wayof limitation, and the subject disclosure does not preclude inclusion ofsuch modifications, variations and/or additions to the present subjectmatter as would be readily apparent to one of ordinary skill in the art.

What is claimed is:
 1. A computing system comprising: one or moreprocessors; and one or more tangible, non-transitory, computer readablemedia that collectively store instructions that when executed by the oneor more processors cause the computing system to perform operations, theoperations comprising: obtaining a service request for groundtransportation of cargo from a first location to a second location;determining a first transfer hub for the cargo based at least in part onthe first location and the cargo of the service request; determining asecond transfer hub for the cargo based at least in part on the secondlocation and the cargo of the service request; identifying an autonomousvehicle to provide ground transportation from the first transfer hub tothe second transfer hub, wherein the autonomous vehicle is aground-based autonomous vehicle; determining an arrival time for theautonomous vehicle to arrive at the second transfer hub; determining apredicted available capacity of the second transfer hub for receivingthe cargo at the arrival time; and based at least in part on thepredicted available capacity, communicating data to the autonomousvehicle to divert the autonomous vehicle to a third transfer hub,wherein the autonomous vehicle is configured to travel to the thirdtransfer hub based at least in part on the data communicated to theautonomous vehicle.
 2. The computing system of claim 1, whereincommunicating data to the autonomous vehicle to divert the autonomousvehicle to the third transfer hub comprises: determining that a firstlocation within the second transfer hub does not have capacity for theautonomous vehicle based at least in part on the predicted availablecapacity of the second transfer hub at the arrival time; and in responseto determining that the first location within the second transfer hubdoes not have capacity for the autonomous vehicle, instructing theautonomous vehicle to divert the autonomous vehicle to travel to thethird transfer hub.
 3. The computing system of claim 2, whereindetermining that the first location within the second transfer huh doesnot have capacity for the autonomous vehicle comprises: determining thatthe first location within the second transfer hub does not have capacityfor the autonomous vehicle based at least in part on a capacitythreshold.
 4. The computing system of claim 1, wherein determining thepredicted available capacity of the second transfer huh furthercomprises: determining the predicted available capacity of the secondtransfer hub based at least in part on a transfer schedule associatedwith the second transfer hub.
 5. The computing system of claim 1,wherein the operations further comprise: identifying the third transferhub based at least in part on the second location.
 6. The computingsystem of claim 1, wherein the first location is a pick-up location forthe cargo and wherein the second location is a drop-off location for thecargo.
 7. The computing system of claim 1, wherein determining thearrival time comprises: obtaining cargo route data comprising at leastone of a route of the autonomous vehicle, a distance between the firsttransfer hub and the second transfer hub, or a weather condition; anddetermining the arrival time for the autonomous vehicle based at leastin part on the cargo route data.
 8. The computing system of claim 1,wherein determining the predicted available capacity of the secondtransfer hub comprises: obtaining sensor data indicative of an occupancywithin the second transfer hub; and determining the predicted availablecapacity of the second transfer hub based at least in part on the sensordata.
 9. The computing system of claim 1, wherein determining thepredicted available capacity for the second transfer hub comprises:determining the predicted available capacity of the second transfer hubbased on a difference between a first number of vehicles that haveentered the second transfer hub and a second number of vehicles thathave exited the second transfer hub.
 10. The computing system of claim1, wherein ground-based transportation is to be provided between thefirst location and the first transfer hub, and between the thirdtransfer hub and the second location.
 11. The computing system of claim10, wherein the ground-based transportation between the third transferhub and the second location is provided by a different vehicle than theautonomous vehicle.
 12. The computing system of claim 1, wherein theautonomous vehicle is an autonomous truck.
 13. A computer-implementedmethod comprising: obtaining, by a computing system comprising one ormore computing devices, a service request for ground transportation ofcargo from a first location to a second location; determining, by thecomputing system, a first transfer hub for the cargo based at least inpart on the first location and the caw of the service request;determining, by the computing system, a second transfer hub for thecargo based at least in part on the second location and the cargo of theservice request; identifying, by the computing system, an autonomousvehicle to provide transportation from the first transfer hub to thesecond transfer hub, wherein the autonomous vehicle is a ground-basedvehicle; determining, by the computing system, an available capacity ofthe second transfer hub; and based at least in part on the availablecapacity, communicating data to one or more other vehicles locatedwithin the second transfer hub to provide capacity for the autonomousvehicle within the second transfer hub.
 14. The computer-implementedmethod of claim 13, comprises: determining, by the computing system,that a landing zone within the second transfer hub does not havecapacity for the autonomous vehicle based at least in part on theavailable capacity of the second transfer hub; and in response todetermining that the landing zone within the second transfer hub doesnot have capacity for the autonomous vehicle, communicating, by thecomputing system, the data to provide capacity for the autonomousvehicle within the second transfer hub.
 15. The computer-implementedmethod of claim 13, wherein determining the available capacity of thesecond transfer hub comprises: determining an available capacity of thelanding zone within the second transfer hub based at least in part on atransfer schedule associated with the second transfer hub.
 16. Thecomputer-implemented method of claim 15, wherein the transfer schedulecomprises a schedule of one or more assignments for moving one or morevehicles between one or more locations within a transfer hub.
 17. Thecomputer-implemented method of claim 13, wherein ground-basedtransportation is to be provided between the first location and thefirst transfer hub, and between the third transfer hub or the secondtransfer hub and the second location.
 18. The computer-implementedmethod of claim 17, wherein the ground-based transportation between thethird transfer hub or the second transfer hub and the second location isprovided by a different vehicle than the autonomous vehicle.
 19. Thecomputing system of claim 13, wherein the autonomous vehicle is anautonomous truck.
 20. One or more tangible, non-transitorycomputer-readable media storing computer-readable instructions that whenexecuted by one or more processors cause the one or more processors toperform operations comprising: obtaining a service request for groundtransportation of cargo from a first location to a second location;determining a first transfer hub for the cargo based at least in part onthe first location and the cargo of the service request; determining asecond transfer hub for the cargo based at least in part on the secondlocation and the cargo of the service request; identifying an autonomousvehicle to provide ground transportation from the first transfer hub tothe second transfer hub, wherein the autonomous vehicle is aground-based vehicle; determining an available capacity of the secondtransfer hub; and based at least in part on the available capacity,communicating data to the autonomous vehicle to adjust an arrival timeof the autonomous vehicle at the second transfer hub based at least inpart on the available capacity of the second transfer hub.